Device for the radial adjusting of brake blocks on railway vehicles



March 1931- w LEGGEMANN ETAL 1,796,605

DEVICE FOR THE RADIAL ADJUSTING OF BRAKE BLOCKS ON RAILWAY VEHICLES Filed Aug. 17. 1929 2 Sheets-Shee l all! I March 17, 1931. w, LEGGEMANN ET AL 1,796,605

DEVICE, FOR THE RADIAL ADJUSTING OF BRAKE BLOCKS 0N RAILWAY VEHICLES Filed Aug. 17. 1929 '2 Sheets-Sheet 2 //7 venfo/zs Patented Mar. 17, 1931 WILHELMLBGGEMANN AND vWILHELM MULLER, 0F OIBERHAUSEN, GERMANY DEVICE FORTHE RADIAL ADJUSTING OF BRAKEBLOCKS ON RAILWAY VEHICLES Application filed August. 17, 1929, Serial No. 386,722, and in Germany August 20, 1928.

This invention relates to a devicewhich permanently adjusts radially the brake blocksof "vehicles running on rails. The well known inconveniences ofthe brake blocks 5 not radially adjustable, owing to the arrangement of so-calledpressing oif springs, are thus obviated.

It has already been proposed to avoid these inconveniences-by lateral sliding faces for the brake blocks, for which however springs, sleeves and: links were required. In this case there exist "further for the brake block several friction points, and it isthen alsonot possible to push the brake block with a. feeble force away from the rim without a spring. Oneguide plate was further required for each brake block.

In the device according to the invention exists only one single sliding face of circular shape with regards to the axle centre and arranged above onbelowthe axle 011 the axle bush, savings in weight, elements and repairs are consequently obtained. The sliding face acts further as inclined plane so that no springs are required for pressing the brake block off the wheel rim.

Two embodiments of the invention are illustrated by way of example in the accompanying drawing in which 2- Fig. 1 shows in side elevation the one embodiment of the invention.

Fig. 2 is a front elevation of Fig. 1 and Fig. 3 is a top plan view.

Fig. 4: shows in side elevation the second embodiment of the invention.

Fig. 5 is a front elevation and Fig. 6 a top plan view of Fig. 4.

Fig. 7 shows a constructional detail.

On the rear wall of the axle bush 9 a sheet metal plate a is arranged. On the brake block 6 a steering lever c fixed, which has an end I) bent off at an angle. f is the steering swivel of the wheel 2'. The sheet metal plate a has an arcuate slot h.

The brake block 6 is suspended in the usual manner on the brake rods in, m.

If one imagines the applied brack block 6 guided around the wheel, the lever end 6 describes an are around the wheel centre.

At the lifting and lowering of the sufficiently released brake block. e this brake-block remains always adjustediradial to the: wheel 7'. away fromthe wheel. rim, theblock inclines in forwarddirection ina scarcely. perceivable manner. This ishowever harmless as, when the brake block approaches the wheel rim, this inclinationdisappears and theradiahadjust-ingrexists again. The arcuate sloth must be wide enough to allow some clearance in upward direction for the leverend b.

Inorder-to save in weight, the-plate a. may be made of an aluminum alloy, or; for the same flatirons, square irons ora irons 1of-other sections may. be substituted. Instead ofproviding: in theiplate a one. slot ii for both brake blocks, a: separate slot may be provided. for. each brake block; The steering lever c is i preferahlymade of sheet steel.

Thesliding facefor the leverqend b, i. e. the arcuate slot 71 is preferably. arranged at such; a heightthat it isnvisihleabove the spningstrap commonly used for connecting the car body witlrthe axle frame.

Y When. the brake block and the wheel rim or the bearing brass are worn, the; length of. the steering levers has to be regulated with the aid of the screw (1.

In the form. of construction above de scribed the sheet metal plate (tlS rigidly mounted on the axle bush g. According to thesecond embodimentuof the inventiontho sliding facemayhowever be on the free end of the steering lever 0. The arc-shapedleml aofthe lever rests upon a supporting stud yrfixed 0n the spring strap a. In this case this end formsthe sliding face, inversely as in thefirst form of construction sothat this arc-shaped endis approximately parallel to the'plat The pin 19 may be fixed by means of screws so that it can be easily interchanged, or it may be cast on. or welded on. The stud p is preferably fixed on the upper end of the spring strap 0 by means of screws so that very easyinterchangingis possible, and the friction point between the steering lever 0 andthestudp-remainspermanently visible. Ifthe stud p is onthe upper end of the spring strap 0 the radius of theslid- When the brake block is moving farther axle bush.

ing surface resting on said stud is so great that the moving away of the brake block from the wheel rim causes only a quite imperceptible inclination of the brake block, which is of no practical consideration. The stud 17 might be bent upwards at its free end to prevent slipping off of the steer ing lever, whereby a double. security is obtained, as the end of the stud 29 extends into the cavity of the wheel, whereby slippingofiof the steering lever is also prevented. One of the two steering leversof o-ne wheel must be set off 'more than the other in order thatthe free ends of the levers be situated in different planes.

Fig. 7 shows a special mannerof fixing the steering lever on" the brake block. \Vhen three screws are used'for fixing the lever, the middle screw hole in the steering lever c is of accurately the diameter of the screw, the upper and lower holes being oval so that, the nuts having been loosened, the steering lever 0 can be turned to and fro around the middle screw. screws are used, the screw hole of the steering lever situated approximately at the middle of the brake black is made so that it accurately fits the screw diameter, the other hole being oval.

The nuts have elastic washers in order that the steering lever might adjust itself. The screw holes in the brake blocks'e for the fixation of the steering lever'cZ must tures.

brake blocks on vehicles runningvon rails,

comprising a sliding face concentric to the axle'centre'mounted above the axle onthe 2. A device as specified r in claim 1, comprising a plate fixed on the rear wall of the axle bush projecting from said bush :in vertical direction and having an arcuate slot.

3. A device as specified in claim 1, comprising a plate fixedon the rear wall of the axle bush projecting from said bush in vertical direction and having an arcuate slot, a steering lever reniovably fixed on the brake blockhaving a bent'end engaging with said arcuate slot, and a regulating screw for adapting the length of said lever to the wear of said brake block and of the wheel 'rim.

1. A device as specified in claim' 1, Com- Y prising incombination with the axle bush and the brake block, a steering lever for said brake block removablyfixed on the same the endofsaid lever being curved areshaped andforming a sliding face the centre of which coincides with the centre of the wheel. 1 I

WVhen only two axle bush adapted to support the arc-shaped end of said lever.

- device as specified in claim 1,comprising in combination w1th the axle bush and the brake block, a steering lever for said brake block removably fixed on the same the end of said lever being curved areshaped and forming a sliding face the centre of which coincides with the centre of the wheel, and a supporting pinffixed on the spring strap adapted to support the areshaped end of said lever.

7. A device as specifiedin claim 1', comprising in combination with the brake block andthe axle. bush, a steering lever having several screw holes one of saidscrew holes having a true diameter of the screw the other screw holes being oval, and several screws for removably fixing said steering lever on said brake block and screwed through said screw holes so that said steering lever can be adjusted in accordance with the wearof the brake block and of the wheel rim.

In testimony whereof we afiix our signa- WILHELM MULLER.

WILHELM LEGGEMANN. 

